2026 Kia Stonic S review

The Kia Stonic has received a major update for 2026, but no, you’re not looking at a new-generation light SUV here, despite the fact it looks that way.

Headlining the changes are what might as well be complete overhauls for the exterior and interior, resulting in a compact crossover that looks a lot more like what you’d expect to find in a modern Kia showroom than it used to – without the controversial style of the Tasman ute.

It’s still a traditional light SUV positioned to battle stalwarts like the Mazda CX-3, though newer rivals out of China are starting to shake up the pecking order. In the first month of 2026, Kia sold 372 examples of the Stonic, while Chery sold 2234 examples of its newer, slightly larger and much more affordable Tiggo 4. It’s fair to say the CX-3 (1218) is feeling the heat, too.

What’s more, the Stonic’s sales in January 2026 were down 30.5 per cent on January 2025, while the CX-3 was down 24.3 per cent. The Tiggo 4? Up by 119.4 per cent.

So it’s clear there’s an appetite for affordable SUVs, but something about the Stonic doesn’t seem to be hitting the mark. It’s still Kia’s second-most affordable model locally, following the demise of the Rio hatch, behind the Picanto micro-car.

We spent a week behind the wheel of the entry-level 2026 Kia Stonic S to see if the upgrade has been worthwhile, and whether its slow sales are justified.

How much does the Kia Stonic cost?

The S is the cheapest variant of the updated Kia Stonic, priced at $28,180 before on-roads.

The most poignant rival for the Stonic is the larger Chery Tiggo 4, which is priced from $23,990 drive-away and boasts a strong list of standard equipment, along with a more powerful engine. It’s also worth considering the MG ZS, which starts at $25,990 drive-away, even though it’s slightly larger too.

Direct light SUV competitors include the Mazda CX-3 (from $30,670 before on-roads) and Hyundai Venue (from $23,750 before on-roads), while you could also look at the Suzuki Fronx at $28,990 before on-roads.

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

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What is the Kia Stonic like on the inside?

Like its exterior, the Stonic’s interior has received a major overhaul that nearly makes it feel like a new-generation model rather than a mid-life update.

It’s far more modern than it was before, not to mention much better aligned with every other model currently in Kia’s showrooms. That also includes new tech and digital screens, and a design that’s much more visually appealing than before.

It’s not all good, though. We find it disappointing that many critical features, such as connected services and satellite navigation, are only available in variants above the base S we’re testing here, and we find the plastic steering wheel to be fairly unpleasant both visually and ergonomically.

Higher-spec trims feature a three-spoke tiller that’s a bit chunkier, nicer to hold, and better-looking, along with other more luxe items like a larger infotainment display. Mind you, there’s a key quirk with Kia infotainment systems that almost makes you want to opt for the base model.

Weirdly, the S’s 8.0-inch unit offers wireless smartphone mirroring, while the bigger 12.3-inch alternative is wired-only. That, along with the handy buttons and knobs flanking the display, makes the smaller option much more convenient.

The same can’t be said for the instrument display, which, despite sitting in an updated housing, is still the same unit from the old car. That means there’s only a 4.2-inch LCD screen in the middle showing basic vehicle settings and trip computers, with large digital graphics on either side that look fairly dated.

The new 12.3-inch unit in the Stonic GT-Line is much classier. And though the driver’s display in the S is no less functional than before, it’s a reminder that this is the base grade, and that the Stonic is fundamentally an old car despite the fresh look.

But we like the entry variant’s physical climate control system, regardless of how basic it is compared to what’s in the more sophisticated Stonics. There’s no ‘auto’ setting; just a simple array of buttons and knobs that’s easy to figure out, which is refreshing in an age of screen-only interiors.

Our only real complaint is that all the buttons are finished in piano-black plastic, even if they can all be actually pressed. This contrasts with the dull buttons and switches on the steering wheel, which seem far more durable.

More dull plastic buttons… or rather, button blanks, are found on the centre console, along with USB-A and USB-C ports. Kia seems to enjoy reminding its customers that they couldn’t spring for a more expensive Stonic – the centre console of the S is littered with button blanks just like the base Sportage is, for example.

It’s also true that the old Stonic’s scratchy interior plastics are still exactly that, again reminding you that you aren’t in a car that can be considered luxurious in any way. The door cards are particularly egregious examples of this, as their armrests aren’t at all friendly to bony elbows.

There’s a bit of padding on the central armrest, and we like the traditional T-bar gear shifter that Kia has been using lately. Meanwhile, the seats are comfortable enough, but they’re a little flat and of course there’s manual adjustment only.

Storage options include a small storage box under the central armrest, dual cupholders, various slots in the centre console, and small bottle holders in the doors. There’s also a phone-sized tray ahead of the gear selector where the wireless phone charger is fitted in more expensive Stonics.

The light hatch-derived Stonic’s compact vibe is impossible to ignore, but there’s surprisingly ample space in the second row. At 173cm, I had no issues with head or leg room, and it doesn’t become any less comfortable with two adults bundled in – though it’ll be a different story for three.

Amenities are limited to just one USB-C port on the back of the centre console, as rear-facing air vents are uncommon in the segment and even the class above, though the Tiggo 4 is a notable outlier. Standard in the Stonic are two ISOFIX anchors and three top-tether points for child seats.

Boot space hasn’t changed from the old model, and its 352 litres of quoted seats-up capacity is slightly smaller than the Tiggo 4’s 380L, but larger than the CX-3’s 264L. In reality, it’s a functional space even with the pronounced load floor lip.

The rigid parcel shelf can be tucked behind the rear seats when not in use, but there’s now a battery for the mild-hybrid system awkwardly plonked under the floor where the space-saver spare used to be. A tyre repair kit is now standard as a result.

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

What’s under the bonnet?

Powering the Kia Stonic is a 1.0-litre turbocharged three-cylinder petrol engine paired with a 48V mild-hybrid system, producing 88kW of power and 172Nm of torque. Drive is sent to the front wheels via a seven-speed dual-clutch automatic transmission.

Our week of testing involved a mix of urban driving, suburban errand-running, and highway commuting, resulting in a recorded fuel consumption figure that was acceptably close to Kia’s claim.

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

How does the Kia Stonic drive?

The Stonic’s new polish inside and out is undermined by its on-road behaviour, which hasn’t really changed with this facelift.

It’s still a dependable commuter, though. The Stonic is clearly a city-focused car, so it’s good that its suspension tune makes it feel confident while being thrown around built-up side streets, even if it is on the firmer side. Solid roadholding is reinforced by a wider-than-it-is feeling from behind the wheel.

That’s despite the Stonic being quite a bit smaller in the metal than it looks in photos, but its hatchback roots are still evident, giving it a nimble character that aids both handling and manoeuvrability.

It feels fairly comfortable when the road opens up too, with high-speed bends and twisty roads revealing impressive composure. The only real downside during faster driving is road noise; it seems Kia could’ve been a little more generous with the sound-deadening.

The most significant flaw, however, is the Stonic’s transmission. A dual-clutch auto doesn’t feel appropriate for a car like this, as it struggles to roll along at low speeds smoothly, with rough gear changes and a general lack of polish.

A more traditional torque converter auto, like the one in the CX-3, would be far more appropriate. The mild-hybrid system may have exacerbated some of those dual-clutch stumbles, as the Stonic is quite trigger-happy when it comes to shutting down its engine, and not just when it’s stationary.

The car will often begin ‘sailing’ (Kia’s word, not ours) when it’s off-throttle at speed, disengaging the transmission and shutting off the engine to save fuel. To Kia’s credit, this coasting function is seamless most of the time, and no doubt reduces fuel consumption when travelling at highway speeds.

The only thing is that it sometimes struggles to find the correct gear when it re-engages drive, exhibiting similar lag to what you’ll sometimes observe when setting off from a standstill. It’ll shut off the engine as you come to a halt, but it’ll often take a moment to switch everything back on when you hit the throttle.

This delay is annoying rather than dangerous for you or others around you, but it’s certainly noticeable from the driver’s seat and gets less tolerable the longer you spend in the car.

Fortunately, the transmission is more competent at speed, allowing the characterful three-pot engine to do its best work. It pulls nicely once you’re past first and second gears, and while it isn’t fast by any definition, its performance is appropriate for this application.

Planting the throttle reveals its gruff note, but it settles quietly at highway speeds. There may be a slight uptick in power thanks to the mild-hybrid assistance, but it isn’t quoted on paper and the difference between the new and old engine isn’t noticeable.

Generally speaking, the Stonic is an easy car to drive, but it’s let down by an imperfect transmission when you’re crawling in traffic, which is where it’s likely to spend much of its time and it detracts from an otherwise decent engine. The ride and handling package is much easier to live with.

Topping it off is an unobtrusive suite of safety gear, which makes the diminutive Stonic easy to park. There’s no annoying speed limit warning but, being the base model, you’ll have to make do with traditional cruise control that lacks adaptive functionality.

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

What do you get?

There are three variants in the Kia Stonic lineup, and the S sits at the bottom.

2026 Kia Stonic S equipment highlights:

• 16-inch alloy wheels in 195/55R16 tyres
• Tyre repair kit
• Automatic halogen headlights
• LED front fog lights
• Heated, power-folding exterior mirrors
• Electronic parking brake with auto hold
• Cruise control
• Proximity entry with push-button start
• 4.2-inch instrument cluster screen
• 8.0-inch touchscreen infotainment system
• Wireless Apple CarPlay
• Wired and wireless Android Auto
• 6-speaker sound system
• Tilt and telescopic steering column adjustment
• Cloth seat upholstery
• 6-way manually adjustable driver’s seat
• 60:40 split/fold rear seats
• Power windows with auto up/down for driver
• 1 x USB-A outlet
• 2 x USB-C outlets
• 1 x 12V outlet
• Manual air-conditioning

Stonic Sport adds:

• 17-inch alloy wheels in 205/55 R17 tyres
• Rain-sensing wipers
• Rear privacy glass
• LED front fog lights
• 12.3-inch touchscreen infotainment system
• Wired-only Apple CarPlay and Android Auto
• Over-the-air software updates
• Satellite navigation
• DAB+ digital radio
• Cloth and leatherette seat upholstery
• Leatherette-wrapped steering wheel and shifter
• Sliding front centre console armrest
• Additional USB-C outlet
• Illuminated vanity mirrors
• Climate control air-conditioning
• Kia Connect telematics (incl. remote control of locks, vehicle status monitoring via app)

Stonic GT-Line adds:

• Reflector LED headlights
• Sunroof
• 12.3-inch digital instrument cluster
• Heated front seats
• Heated steering wheel
• 2-tone leatherette sports steering wheel
• Alloy pedals
• Ambient lighting
• Ventilated wireless phone charger

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

Is the Kia Stonic safe?

At the time of publishing, the Kia Stonic has not yet been crash-tested by ANCAP or Euro NCAP and is therefore unrated.

Standard safety equipment includes:

• 6 airbags, incl:
• Autonomous emergency braking (AEB)
  • Vehicle, pedestrian and cyclist detection
• Blind-spot assist
• Front and rear parking sensors
• Lane-keep assist
• Lane Following Assist (lane centring)
• Lead Vehicle Departure Alert
• Multi-collision brake
• Reversing camera

The Sport gains AEB with junction turning assistance, as well as adaptive cruise control with stop/go.

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

How much does the Kia Stonic cost to run?

Kia Australia backs its lineup with a seven-year, unlimited-kilometre warranty. Servicing for the Stonic is required every 12 months or 10,000km, whichever comes first.

Kia’s individual service costs are detailed below:

In comparison, Chery outlines seven years of servicing for the non-hybrid Tiggo 4, totalling $2167.33 at an annual average of $309.62.

Mazda also offers seven years of capped-price scheduled servicing for the CX-3. This costs $3251 in total, or $464.48 annually.

To see how the Kia Stonic stacks up against its rivals, use our comparison tool

CarExpert’s Take on the Kia Stonic S

The Stonic is now more mature than ever, but that doesn’t mean it makes sense to spend more than $30,000 on this base-spec light SUV.

Competition from Chinese brands is at its strongest at this end of the market, and this is where the onslaught of value-oriented new models is doing the most damage to established players. Compact cars like the Stonic are becoming less relevant compared to cheaper yet better-equipped models like the Tiggo 4.

The CX-3 and Fronx are also now looking very pricey as a result, while other light SUVs like the competitively priced Venue are noticeably less attractive when you drill down into the spec sheets.

In isolation the Stonic is just fine, though the entry variant’s underequipped interior may not make a glowing impression on you. The Sport is likely the sweet spot in the range, and we have to give credit to Kia for rolling out such a substantial update, which genuinely impressed us the first time we saw it.

The result is a pint-size SUV that feels more modern than the CX-3, and more substantial than the Fronx. But there are now fewer reasons to buy it amid a growing crowd of affordable alternatives.

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